CN102514462B - Vibration-damping control device for vehicle - Google Patents

Vibration-damping control device for vehicle Download PDF

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Publication number
CN102514462B
CN102514462B CN201210019879.5A CN201210019879A CN102514462B CN 102514462 B CN102514462 B CN 102514462B CN 201210019879 A CN201210019879 A CN 201210019879A CN 102514462 B CN102514462 B CN 102514462B
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CN
China
Prior art keywords
wheel
vehicle
torque
control
value
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Application number
CN201210019879.5A
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Chinese (zh)
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CN102514462A (en
Inventor
板桥界儿
齐藤敬
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丰田自动车株式会社
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Priority to JP2006284642A priority Critical patent/JP4600381B2/en
Priority to JP2006-284642 priority
Priority to JP2007-050849 priority
Priority to JP2007050849A priority patent/JP4692499B2/en
Application filed by 丰田自动车株式会社 filed Critical 丰田自动车株式会社
Publication of CN102514462A publication Critical patent/CN102514462A/en
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Publication of CN102514462B publication Critical patent/CN102514462B/en

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/20Reducing vibrations in the driveline
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01Attitude or posture control
    • B60G2800/014Pitch; Nose dive
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/16Running
    • B60G2800/164Heaving; Squatting
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/18Starting, accelerating
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/22Braking, stopping
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001Details of the control system
    • B60W2050/0019Control system elements or transfer functions
    • B60W2050/0028Mathematical models, e.g. for simulation
    • B60W2050/0031Mathematical model of the vehicle
    • B60W2050/0035Multiple-track, 3D vehicle model, e.g. including roll and pitch conditions
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00Input parameters relating to overall vehicle dynamics
    • B60W2520/26Wheel slip
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00Input parameters relating to overall vehicle dynamics
    • B60W2520/30Wheel torque
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/10Change speed gearings
    • B60W2710/105Output torque
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00Output or target parameters relating to overall vehicle dynamics
    • B60W2720/30Wheel torque
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/11Pitch movement
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/112Roll movement
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/114Yaw movement

Abstract

There is provided a vibration damping control device which suppresses pitching and bouncing vibration of a vehicle through a drive output control based on a wheel torque estimated value estimated with a wheel speed, etc., which device uses the estimated value of a wheel torque while taking into account conditions where no good estimation of the wheel torque is executable. The vibration damping control device comprises a wheel torque estimated value acquisition portion which acquires a wheel torque estimated value; and a driving torque control portion which controls a driving torque of the vehicle to suppress pitching or bouncing vibrational amplitudes based on the wheel torque estimated value, wherein the absolute value or the sign of the wheel torque estimated value is corrected in accordance with the degree of a slip of the wheel or the direction of movement of the vehicle. Further, there is provided a torque estimating device suitable for a vibration damping control and other running, motional or braking-driving force controls for a vehicle, etc.

Description

The damping control device of vehicle

The application is dividing an application of application number is 2007800390068, the applying date is on October 17th, 2007, denomination of invention is " damping control device of vehicle " application.

Technical field

The present invention relates to the damping control device of vehicle, more specifically, relate to control vehicle driver output (propulsive effort or driving torque) to suppress the damping control device of the vibration of vehicle body, and relate to and can be advantageously used in device described vehicle, infer wheel torque during the travelling of vehicle.

Background technology

During the travelling of vehicle, in the acceleration of vehicle with while slowing down, act on vehicle body and cause that braking and the propulsive effort (or force of inertia) of pitching-beat are reflected in the torque (being called " wheel torque " in this specification sheets) acting between wheel (particularly, the drive wheel during driving) and road surface.Thereby, vibration damping control field at vehicle, proposed by the control and regulation wheel torque to the driver output of the driving engine of vehicle or other actuating devices, suppressed the vibration (for example, seeing Japanese Patent Laid-Open 2004-168148 and 2006-69472) of vehicle body during the travelling of vehicle.This, by driver output, control in the vibration damping control of carrying out, the kinematic model of the supposition structure of the kinetic model vibrating by the so-called sprung weight based on vehicle body or unsprung weight, predict when sending the acceleration or deceleration demand of vehicle or the pitching having produced in vehicle body when external force (disturbance) has acted on vehicle body and changed wheel torque-beat, then, regulate the driver output of the actuating device of vehicle, with the vibration that suppresses to predict.In the situation that such vibration damping is controlled, not like that by absorbing the vibrational energy producing in the vibration damping being undertaken by suspension is controlled, but by regulating generation of vibration power source to suppress the generation of vibrational energy, therefore can advantageously obtain effectiveness in vibration suppression and good energy efficiency relatively rapidly.In addition, in control the vibration damping control of carrying out by driver output, control the driver output (driving torque) that object concentrates on actuating device, therefore, the adjusting in control is relatively easy.

Carry out in the damping control device (or driving-force control apparatus) that vibration damping controls controlling by driver output as mentioned above, in drive wheel, the actual wheel torque producing is used as in control the input parameter for the controlled reset of disturbance suppression.But, generally speaking, due to the design of vehicle or the problem of cost aspect, except for detection of vehicle (seeing JP 2005-69897), on conventional vehicles, do not install can be during Vehicle Driving Cycle the sensor (for example, wheel torque sensor, wheel six force component instrument etc.) of direct-detection wheel torque.Therefore, in shock attenuation unit as above, the parameter estimations that the rotating speed of the output shaft of the actuating device based on wheel speed, vehicle and/or other are easily detected infer wheel torque value for the wheel torque value as disturbance input feedback.In various control (for example, TRC (traction control), ABS, VSC (vehicle stability control), VDIM (vehicle dynamics integrated management system)) the such wheel torque presumed value based on acquisitions such as wheel speeds of middle supervision, rideability (for example, seeing JP H11-37872) for the road surface reaction on supervision wheel or detection vehicle.

Summary of the invention

In damping control device as above, or also vehicle for its travel, move or brake-various other of propulsive effort control, when direct-detection wheel torque not but when using parameter such as wheel speed to infer to obtain wheel torque, the precision of inferring may be according to the operational situation of wheel or tire and variation, thereby the control of vehicle may not be worked well.For example, when the detected value based on wheel speed is inferred wheel torque, if wheel (drive wheel during the driving of vehicle) enters slip state, the precision of inferring may variation.And, although most of wheel speed sensors of current common vehicles detects the rotating speed of wheel, but can not judge its hand of rotation (, wheel is rotate forward or rotate backward with respect to the moving direction of vehicle), therefore, in controlling processing, possible errors ground is used the wheel torque of inferring with respect to its direction.Particularly, in the situation that by controlling, driver output is carried out pitching and/or the control of the vibration damping of the vibration of beating as mentioned above, when the size of the size of the presumed value of wheel torque and/or direction and the actual wheel torque producing on wheel and/or direction are when different, cannot obtain good effectiveness in vibration suppression, on the contrary, may make vibration amplify.But, in other the travelling, move or brake of vehicle-driving-force control apparatus in the damping control device of traditional vehicle and/or the presumed value that adopts wheel torque as parameter, almost to not carrying out the situation of well inferring of wheel torque, do not consider.

Therefore, one of main purpose of the present invention be to provide a kind of in damping control device as above appreciiable for inferring the device of wheel torque, wherein, in the situation that can not carry out well inferring of wheel torque, this device produces the presumed value of wheel torque when this situation is considered.

In addition, another object of the present invention is to provide a kind of device, its wheel torque presumed value based on being obtained by wheel torque estimating device as above is controlled the driving torque of vehicle and is controlled with execution vibration damping during the travelling of vehicle, wherein, in the situation that can not carry out well inferring of wheel torque, this device produces the presumed value of wheel torque when this situation is considered.

In brief, according to the present invention, a kind of damping control device of vehicle is provided, its be constructed to when at vibration damping, control and/or other of vehicle travel, move or brake-drives in control while making the size of presumed value of wheel torque or size that direction departs from the torque value of practical function on wheel or direction due to a variety of causes correction wheel torque presumed value suitably.

According to one in the each side of wheel torque estimating device of the present invention, a kind of device is inferred and is acted on the wheel of vehicle and the wheel torque between road surface, it is characterized in that comprising: part is inferred in torque, it infers the wheel torque presumed value producing on the ground contact position on wheel and road surface; Slip state amount calculating section, it calculates the wheelslip quantity of state of the slippage situation that represents described wheel; And wheel torque correction portion, it proofreaies and correct described wheel torque presumed value, makes along with the slippage degree being shown by described wheelslip quantity of state is larger, and the absolute value of described wheel torque presumed value becomes less.To this, in this specification sheets, what " slip state of wheel or situation " was illustrated in that wheel during travelling of vehicle is applied to that power on road surface surpasses wheel (or tire) grabs ground boundary (maximum friction circle), thereby on road surface " slippage ", and " slippage degree " corresponding to the size of the friction force between wheel surface under slip state and road surface (when there is relative slippage between wheel surface and road surface, along with friction force reduces, it is large that the slippage between wheel surface and road surface becomes).Although wheel torque presumed value depends on the mode of inferring, normally based on the attached prerequisite of grabbing on road surface of wheel, calculate.But if wheel enters slip state, it is invalid that described prerequisite becomes, and the precision of wheel torque presumed value is by variation.Therefore, in wheel torque estimating device of the present invention, calculate " the wheelslip quantity of state " of the slippage situation that represents wheel, and, along with the slippage degree that has wheelslip quantity of state to represent becomes large, wheel torque presumed value is proofreaied and correct as its absolute value is diminished.Based on the attached prerequisite of grabbing on road surface of wheel, infer wheel torque presumed value, still, if wheelslip, the power or the torque that from road surface, are passed to wheel will reduce.Thereby, when wheel is during in this slip state, wheel torque presumed value is proofreaied and correct as less, thus, expectation wheel torque presumed value will become and more approach actual value.

Should be appreciated that, " the wheelslip quantity of state " for representing the slippage situation of wheel, just can adopt any amount, as long as this amount can be as detecting on wheel from grabbing ground state to the desired value of the transition of slip state.For example, the slip rate of wheel (slip ratio) or Slip Ratio (ratio of slippage) can be used as wheelslip quantity of state (although used word " slippage " in these terms, but, in the case, no matter whether tire grabs invests road surface, " slippage " represents the gap between speed of a motor vehicle and wheel speed (by the value of acquisition that the rotating speed of wheel and radius of wheel are multiplied each other)), therefore, the implication of this " slippage " is different from wheel situation of slippage on road surface in described " slip state ".But preferably, for example, during the driving of vehicle, the ratio of the wheel speed of the wheel speed of the drive wheel of vehicle and flower wheel (idle pulley) can be used as wheelslip quantity of state (when the acceleration of vehicle, no matter whether drive wheel is in grabbing ground state, the wheel speed of flower wheel is the value corresponding with the speed of a motor vehicle, and still, the wheel speed of drive wheel when entering slip state is no longer corresponding to the speed of a motor vehicle).

In above-mentioned wheel torque estimating device, although conventionally can carry out inferring of wheel torque presumed value by any processing, but in embodiments of the invention, explain as described later, the wheel speed (or vehicle wheel rotational speed) can the wheel speed sensors based on utilizing the wheel of vehicle detecting is inferred.In the case, during the driving of vehicle, wheel torque presumed value can be calculated as the function of differential value of the wheel speed of drive wheel.

In aspect another of wheel torque estimating device, the inventive system comprises: part is inferred in torque, the wheel speed that its wheel speed sensors based on by wheel detects is inferred wheel torque; And wheel torque correction portion, it proofreaies and correct wheel torque presumed value for negative value when vehicle rollback travels.As above briefly touch upon, when the wheel speed based on being provided by wheel speed sensors is inferred wheel torque presumed value, major part is arranged on the hand of rotation that wheel speed sensors (except some high end sensors) on the vehicle of common batch manufacturing can not detect wheel.Therefore, in the control of using wheel torque as its input, if directly use the wheel torque presumed value of inferring from wheel speed sensors, following situation will occur: when wheel rotates (rotation) backward during vehicle rollback travels, the contribution of wheel torque will reflect in the opposite direction.Thereby, for in the present invention to one of aspect of the correction of wheel torque presumed value, when wheel rotation backward as mentioned above (can with the position of gear-shift lever or for changing that the switch of the gear of vehicle judges that retreating of vehicle travelled or the rotation backward of wheel), wheel torque presumed value be proofreaied and correct as negative value (keeping its size) simultaneously.About this, should be appreciated that, preferably, can carry out the correction that wheel torque presumed value is become to negative value together with the correction of carrying out based on wheelslip amount.

The wheel torque presumed value that retreats the correction of travelling of in the present invention, as mentioned above it having been carried out to correction based on wheelslip amount and/or vehicle is especially advantageously used in that the driving torque of vehicle suppresses the pitching of vehicle or the damping control device of the vehicle of the vibration of beating by controlling.Therefore, in aspect of damping control device of the present invention, the damping control device of vehicle comprises: wheel torque presumed value obtains part, and it obtains and on the wheel of vehicle and the ground contact position on road surface, produces and act on the wheel torque presumed value on described wheel; And driving torque control part, it controls the driving torque of described vehicle based on described wheel torque presumed value, to suppress pitching or the vibration amplitude of beating; The slip state amount acquisition part of the wheelslip quantity of state that obtains the slippage situation that represents described wheel wherein, is set; Along with the slippage degree being represented by described wheelslip quantity of state is larger, the absolute value of described wheel torque presumed value or the controlling quantity of described driving torque are corrected as less; And for the wheel torque presumed value after proofreading and correct, control the driving torque of vehicle.In addition, for optional aspect, in this Vehicle damper as mentioned above with wheel torque presumed value acquisition part and driving torque control part is controlled, in the situation that the wheel speed that the wheel speed sensors based on wheel detects is inferred wheel torque, can during retreating of vehicle travelled, the wheel torque presumed value that is obtained part acquisition by wheel torque presumed value be proofreaied and correct is negative value, and can control for the wheel torque presumed value after proofreading and correct the driving torque of vehicle.About this, above-mentioned damping control device can be used the wheel torque presumed value being produced by the device except damping control device, and same, the device of torque estimating device or generation wheel torque presumed value can be based upon the inside of damping control device, and can proofread and correct the presumed value of its generation.

For example, as being explained in more detail in following embodiment of the present invention, by controlling, the driving torque of vehicle suppresses the pitching of vehicle or the above-mentioned vehicle vibration control device of the vibration of beating can be as lower device: it is based in the situation that be considered as comprising the pitching of vehicle body by wheel torque or dynam kinematic model that sprung weight vibration that the external force of the vibration of beating is vehicle body or unsprung weight vibration are set, regulate the wheel torque (being driving torque) of vehicle, to reduce the amplitude of sprung weight vibration and/or unsprung weight vibration.Feedback or the disturbance input of wheel torque presumed value in controlling as this vibration damping, wherein when wheel in slip state or while rotating backward by the mode correction wheel torque presumed value with identical with above-mentioned wheel torque estimating device.As explanation from above-mentioned wheel torque estimating device it will be appreciated that, by at wheel in slip state or correction to wheel torque presumed value during rotation backward, according to expection, for the wheel torque presumed value of damping control device, will more approach actual wheel torque becoming aspect its size and/or direction, therefore, even in the time can not realizing well the inferring of wheel torque, also expection can realize good vibration damping and controls.About this, should be appreciated that in the present invention, the technical conceive for correction wheel torque presumed value can be applied to damping control device except above-mentioned damping control device, that use wheel torque presumed value, and these situations also within the scope of the invention.

Of the present invention above-mentioned aspect in driving torque by vehicle control in the damping control device of carrying out, in the situation that the value that the wheel speed that the wheel speed sensors that wheel torque presumed value is the drive wheel based on vehicle detects is inferred, if wheel speed sensors is not normally worked, wheel torque presumed value can be proofreaied and correct to the value of the estimating rotation speed of the output shaft that is the actuating device based on vehicle.In theory, the rotating speed of the output shaft of the actuating device of wheel speed and vehicle be relative to each other (if wheel speed because some factor changes, " rotating speed " of the output shaft of actuating device should also change).Therefore, in wheel speed sensors, occur abnormal, and can not be with enough accuracy detection wheel speed time, relation between the rotating speed of the output shaft of the actuating device by wheel speed and vehicle, the rotating speed of the output shaft based on actuating device obtains wheel torque presumed value, thus, can also in wheel speed sensors, occur to carry out vibration damping when abnormal controls.

In addition, in above-mentioned damping control device, even when being judged as in the situation that carry out when the correction of wheel torque presumed value can not be carried out good vibration damping and controlled, can make the control of the driving torque carried out based on wheel torque presumed value stop.In addition, the effect that vibration damping is controlled is the operation stability for vehicle, and the raising of ride comfort, therefore, if wheel occurs to be judged as when abnormal and do not need to carry out vibration damping and control when slip state and/or in wheel speed sensors during retreating of vehicle travelled, can make the control of the driving torque based on wheel torque presumed value stop.Particularly, this device can be suitable for when slip state and the slippage degree that represented by wheelslip quantity of state are greater than predetermined extent, based on wheel torque presumed value, stopping the control to driving torque when wheel.According to this structure, by avoiding, because being input in vibration damping control, inappropriate torque value causes the generation that vibration is amplified.

Incidentally, in recent years, in the vehicle such as automobile, the control setup of the brake system of controlling vehicle is installed, for example, the control setup (after this, being called " braking force control system ") of VSC, TRC, VDIM, ABS etc.These braking force control systems calculate " the wheelslip quantity of state " of the slippage situation that represents as mentioned above wheel, and based on computing value, control processing execution and control, for example, for reducing the control of the slip rate of vehicle according to each.Therefore, damping control device of the present invention can be suitable for using " the wheelslip quantity of state " being calculated by braking force control system as mentioned above, thereby provides simplification or efficiency aspect the control structure on a vehicle to improve (avoiding duplicate measurements or the calculating of same observed reading, control variable etc.).But in the case, at braking force control system, due to certain under former thereby out-of-run situation, the information relevant to the slippage degree of wheel can not be input to damping control device, the vibration damping that can not carry out suitably thus based on wheel torque presumed value is controlled.As has been described, when wheel is during in slip state, the wheel torque presumed value based on wheel speed becomes surpass the actual torque producing on wheel.Therefore, if at wheel in slip state but can not judge under the situation of slip state and control based on this wheel torque presumed value Execution driven torque, not only effectiveness in vibration suppression weakens, and the longitudinal vibration of vehicle also can strengthen due to the great fluctuation process of crossing of driving torque.The operation stability of raising vehicle that this situation is expected in controlling with vibration damping is contrary with the object of ride comfort.

Therefore, in another aspect of this invention, a kind of damping control device, execution vibration damping is controlled, wherein by the driver output of vehicle, control to suppress the pitching of described vehicle body or the vibration of beating, this damping control device comprises: wheel torque presumed value obtains part, and it obtains and on the wheel of described vehicle and the ground contact position on road surface, produces and act on the wheel torque presumed value on described wheel; Driving torque control part, it controls the driving torque of described vehicle based on described wheel torque presumed value, to suppress pitching or the vibration amplitude of beating; And slip state amount obtains part, it is from obtaining the wheelslip quantity of state of the slippage situation that represents described wheel for reducing the braking force control system of described vehicle of the slippage of described wheel; The slippage degree based on being shown by described wheelslip quantity of state wherein, proofread and correct the controlling quantity of described driving torque, and with when described braking force control system can be worked, compare, when described braking force control system can not be worked, reduce the described controlling quantity of described driving torque.

According to said structure, at braking force control system from vehicle, obtain the damping control device of wheelslip quantity of state of the slippage situation that represents wheel, when braking force control system can not be worked or when its work is prohibited,, in the time can not monitoring slippage situation, with when braking force control system can be worked, compare, reduce the controlling quantity of driving torque, thus the disadvantageous generation that the work of avoiding when wheel enters slip state due to damping control device is caused.

In addition, aspect above-mentioned, particularly, for example, based on wheel torque presumed value and from the requirement driving amount of the chaufeur of vehicle (, based on pressing down of acceleration pedal) come to determine in the situation of controlling quantity of the driving torque being provided by driving torque control part, if braking force control system can not be worked, the controlling quantity of the driving torque based on wheel torque presumed value can be reduced in fact to 0.Thus, in the situation that can not detect wheel situation and can not be with enough accuracy computation wheel torque presumed value, for the vibration damping of disturbance, control and stop in fact, and any disadvantageous generation that the work suppressing due to damping control device is caused.On the other hand, the vibration damping of carrying out for the requirement driving amount of the chaufeur based on from vehicle is controlled (corresponding to " controlled reset " in following examples), because its controlling quantity does not depend on the precision of wheel torque presumed value, so this control can be carried out.But, when the tire of wheel is during in slip state, wheel is not carried out to good driving torque and control, can carry out thus reducing or controlling stopping of execution of controlling quantity.

In said structure, braking force control system can be can optionally carry out by the chaufeur of vehicle work, that from the group being formed by ABS control, VSC and TRC, select at least one.With when braking force control system can be worked, compare, when causing braking force control system to work according to the selection of chaufeur, reduce the controlling quantity of driving torque.In addition, so-called VDIM is equipped with at vehicle, (, the device behavior stability of integrated control vehicle, that comprise ABS control, VSC and TRC) in situation, braking force control system can be a part of VDIM, and when causing VDIM to work according to the selection of chaufeur, reduce the controlling quantity of driving torque.In these cases, when reducing the controlling quantity of driving torque, the vibration damping based on wheel torque presumed value is controlled and can be stopped in fact.

In addition, also aspect above-mentioned in, and compare when braking force control system can be worked, abnormal while causing braking force control system to work in due to brake equipment, the situation of wheel becomes and can not detect, and can reduce thus the controlling quantity of driving torque.Equally, in the case, when reducing the controlling quantity of driving torque, the vibration damping based on wheel torque presumed value is controlled and can be stopped in fact.

Generally speaking, according to the present invention, even in the time can not carrying out well the inferring of wheel torque, also can obtain near presumed value actual wheel torque value, expect that thus the vibration damping that will carry out more well than the past vehicle controls.In addition, should be appreciated that, as advantage of the present invention,, even if the past, in order also to obtain wheel torque at wheel in slip state or while rotating backward, need to arrange any device such as torque sensor on wheel, but according to the present invention, in the situation that not thering is this sensor, can obtain the wheel torque value of using in to the control of the travelling of vehicle, motion, braking and drive force or vibration damping.Because do not need specially to prepare torque sensing apparatus for obtaining wheel torque value, so will reduce the cost of vehicle or control setup and/or be reduced to the work of its design.

In addition, for above-mentioned aspect of the present invention, in the situation that damping control device of the present invention is suitable for using the wheelslip quantity of state calculated by braking force control system, and when can working, braking force control system compares, when braking force control system can not be worked, reduce the controlling quantity of driving torque.According to this structure, the disadvantageous generation being caused by the work of damping control device under the situation that can avoid can not working at braking force control system.Particularly, on vehicle in recent years, the integrated control of travelling such as VDIM can be for carrying out various control, and therefore in order to reduce the cost of vehicle and to manufacture manpower and alleviate the burden between vehicle used life, Structure of need is simplified and efficiency improves.Can think, in the situation that this plurality of control structures are arranged on a vehicle, structure of the present invention has prevented the generation of the less desirable improper work of damping control device.

In the explanation of following the preferred embodiments of the present invention, other objects of the present invention and advantage will become clear.

Accompanying drawing explanation

Fig. 1 (A) shows the schematic diagram of automobile, has realized the preferred embodiment according to damping control device of the present invention in this automobile.Fig. 1 (B) is the more detailed maps of inner structure of the electronic control package of Fig. 1 (A).

Fig. 2 (A) is the figure that explains the state variable of the body vibrations that will suppress in the damping control device of a preferred embodiment of the present invention.Fig. 2 (B) illustrates the figure of the structure in the vibration damping control in the preferred embodiments of the present invention with the form of control block diagram.

Fig. 3 is the figure that explains the dynam kinematic model of the body vibrations of supposing in the damping control device of the preferred embodiments of the present invention.Fig. 3 (A) shows sprung weight model of vibration, and Fig. 3 (B) shows sprung weight and unsprung weight model of vibration.

Fig. 4 shows contrast figure with coefficient of correction κ slip for the form of the diagram of curves of the wheel torque presumed value changing according to wheelslip quantity of state.

Fig. 5 illustrates the figure of the structure of wheel torque estimator with the form of control block diagram.The structure of C6a-C6e can be constructed separately with driving control device or braking force control system.

The specific embodiment

Below with reference to accompanying drawing, for several preferred embodiments, explain in detail the present invention.In the accompanying drawings, same reference numerals represents same section.

The structure of device

Fig. 1 (A) schematically shows the vehicle such as automobile, and the preferred embodiment of damping control device of the present invention has wherein been installed.In this figure, in thering is the vehicle 10 of left and right front-wheel 12FL and 12FR and left and right trailing wheel 12RL and 12RR, actuating device 20 is installed, and actuating device 20 is produced propulsive effort or driving torque with common mode basis in trailing wheel by chaufeur press down accelerator pedal 14.In the example shown, actuating device 20 by structure as making driving torque or rotary driving force be passed to trailing wheel 12RL and 12RR from driving engine 22 by tor-con 24, automatic transmission with hydraulic torque converter 26, differential gear 28 etc.But, replacing driving engine 22, actuating device can be use the electrodynamic type of electrical motor or have driving engine and the hybrid power type of electrical motor.In addition, vehicle can be 4Wdvehicle or f-w-d vehicle.About this, although object does not for the sake of simplicity make an explanation, as conventional vehicles, this vehicle set has and on each wheel, produces the brake equipment of braking force and for controlling the steering hardware of the deflection angle of front-wheel or front and back wheel.

Work by electronic control package 50 accessory drives 20.Electronic control package 50 can comprise microcomputer and the driving circuit of general type, and it has and utilizes two-way versabus CPU connected to one another, ROM, RAM and input/output port apparatus.Input in electronic control package 50 is following signal: from the signal that is arranged on the expression wheel speed Vwi (i=FL, FR, RL, RR) of the wheel speed sensors 30i (i=FL, FR, RL, RR) in each wheel; From the signal that is arranged on the sensor in the various piece of vehicle, such as volume under pressure θ a of engine speed ne, change-speed box rotation speed n o, acceleration pedal etc.About this, should be appreciated that, except above signal, can input various detection signals, for obtain the required parameter of various controls that will carry out in the vehicle of this embodiment.As Fig. 1 (B) illustrates in more detail schematically, electronic control package 50 can be constructed to comprise driving control device 50a and braking force control system 50b, the work of driving control device 50a accessory drive 20, braking force control system 50b controls the work of brake equipment (not shown).

Braking force control system 50b carries out the device that (for example ABS control, VSC and TRC) controlled in the known braking of those skilled in the art,, its friction force suppressing between wheel and road surface becomes beyond the mark, and/or it is deteriorated to avoid friction force by wheel to surpass the behavior of the vehicle that its boundary causes to control longitudinal force on wheel or slip rate.Or braking force control system can be a part of VDIM, comprise that the wheel slip control that turns to control to wait and comprise ABS control, VSC and TRC is so that vehicle behavior is stable.The electric signal of the impulse form sequentially producing when the rotation of each scheduled volume in each wheel as shown in the figure, inputs to this braking force control system from the wheel speed sensors of each wheel 30FR, FL, RR and RL; And by the rotating speed of wheel and corresponding wheel radius are multiplied each other to calculate wheel speed value r ω.In addition, as hereinafter described in detail, calculating for wheel torque presumed value, in braking force control system 50b, can carry out the whether judgement in slip state of tire of wheel, and calculate " wheelslip quantity of state " (desired value that represents slippage degree) during in slip state when wheel.Wheel speed value r ω and wheelslip quantity of state are passed to driving control device 50a, for calculating wheel torque presumed value.About this, can in driving control device 50a, carry out the calculating from vehicle wheel rotational speed to wheel speed.In the case, from braking force control system 50b, vehicle wheel rotational speed is sent to driving control device 50a.

By ON-OFF switch 52, (it can arrange respectively for each executable control in the control that braking such as ABS control and VSC, TRC as above is controlled or carried out by VDIM, but in figure, for simple and clear object, only show one) optionally become the state that can work, ON-OFF switch 52 is for example arranged on, by the palp position of chaufeur of vehicle (, the optional position on the front panel of chaufeur vehicle seat).Therefore, according to the intention of chaufeur, can make these brakings only control at switch 52 and can work during for ON, and can not work during for OFF at switch 52.In addition, although not shown, in the situation that the operation irregularity of brake equipment or in the situation that wheel speed sensors is abnormal, with the known mode of those skilled in the art detect braking control become impossible, and in this case, forbid the work of above-mentioned braking force control system.Then, when the work of braking force control system becomes while being prohibited, also no longer carry out the calculating of wheelslip amount.Thereby in this case, as described below, the vibration damping being carried out based on wheel torque presumed value by damping control device is controlled and can be stopped.For this reason, represent for controlling each signal that whether can work of various controls of slip rate of wheel and wheel speed value and wheelslip quantity of state, from braking force control system 50b, to be sent to driving control device 50a such as VSC, ABS or TRC.

In addition, as explained below, can adopt device of the present invention, only make while carrying out the control of VSC, ABS or TRC, just to allow the correction of the degree execution wheel torque presumed value of the slippage situation based on wheel when actual.In this case, represent for controlling information and the above-mentioned a series of signal whether execution of each control of the slip rate of wheel exist, from braking force control system 50b, to be sent to driving control device 50a such as VSC, ABS or TRC.In addition, if there is any extremely making in wheel speed sensors, can not obtain wheel speed value, need to change the mode of inferring of wheel torque presumed value, and therefore, can will represent that the unavailable disarmed state information of wheel speed value is sent to driving control device 50a from braking force control system 50b.

In driving control device 50a, the volume under pressure θ a based on acceleration pedal determines by the driver requested output of the target for actuating device torque (requiring driving torque).But, in driving control device of the present invention, to requiring driving torque to proofread and correct, to carry out the control of controlling to suppress the pitching of (decay) vehicle body/beat by driving torque, and be sent to actuating device 20 with the control command that torque phase is corresponding that requires of such correction.In this pitching/vibration damping of beating is controlled, carry out (1) is acted on the wheel torque of one or more drive wheels that the power on drive wheel the causes calculating of presumed value by opposing road surface; (2) calculating of the quantity of state of the pitching that the kinematic model by the body vibrations carries out/vibration of beating; And (3) for suppressing the calculating of the correcting value for wheel torque of the pitching/vibrational state amount of beating, and based on it, carry out to requiring the correction of torque.Wheel speed value (or vehicle wheel rotational speed of drive wheel) or the engine speed ne of drive wheel that can be based on receiving from braking force control system 50b calculate the wheel torque presumed value (1).About this, should be appreciated that, damping control device of the present invention is realized with the work for the treatment of of (1)-(3), and wheel torque estimating device of the present invention is with the work for the treatment of realization of (1).

Carry out the structure that the driving torque of the control of the pitching/decay of beating for making vehicle body is controlled

In vehicle, when the driving demand work of actuating device based on chaufeur and while there is the fluctuation of wheel torque, in the vehicle body 10 as shown in Fig. 2 (A), appear at beat vibration and the pitch vibration in the pitch orientation (θ direction) of the barycenter around vehicle body on the vertical direction (z direction) of the barycenter Cg of vehicle body.In addition, when external force during Vehicle Driving Cycle or torque (disturbance) act on wheel from road surface, disturbance can be passed to vehicle, and the vibration of also can occur beating in vehicle body direction and pitch orientation.Then, in the embodiment shown, constructed the pitching of vehicle body and the kinematic model of the vibration of beating, wherein the displacement z when vehicle body when requiring the presumed value of wheel torque value that driving torque is converted to and current wheel torque to be transfused to this model and θ and their change rate dz/dt and d θ/dt (, the state variable of body vibrations) are calculated; Then, regulate the driving torque (proofreading and correct requiring driving torque) of actuating device, make the state variable obtaining from this model will converge to 0, that is, suppress the pitching/vibration of beating.

Fig. 2 (B) schematically shows the structure that in embodiments of the invention, driving torque is controlled (about this, the driving control device 50a of the work of each controller chassis (except C0 and C3) in electronic control package 50 and any one execution of braking force control system 50b) with the form of control block diagram.With reference to figure 2 (B), conventionally, in the driving torque of embodiments of the invention is controlled, be provided with driving governor and vibration damping controller, driving governor is sent to vehicle by the driving demand of chaufeur, vibration damping controller for proofread and correct chaufeur go can demand, make to suppress the pitching/vibration of beating of vehicle body.In driving governor, after the driving demand of chaufeur, the volume under pressure (C0) that will speed up in due form pedal is converted to and requires driving torque (C1) afterwards, to require driving torque to be converted to the control command (C2) for actuating device, it be then transferred into actuating device (C3).(control command will be target throttle valve for engine petrol; It for diesel motor, will be target fuel injection amount; For electrical motor, will be target current amount, etc.)

On the other hand, vibration damping controller comprises feed forward control part and controlled reset part.Feed forward control partly has the structure of so-called optimal regulator (Optimal Regulator), wherein as explained below, from the wheel torque value (by driver requested wheel torque Tw0) that driving torque is converted to that requires of C1, be input to the pitching of vehicle body and the kinematic model part (C4) of the vibration of beating; In described kinematic model part (C4), calculate the response for the input torque in the state variable of vehicle body; And calculate for making state variable converge to the correcting value (C5) of the requirement driving wheel torque of its minimum value.In addition, in controlled reset part, as hereinafter explained, in wheel torque estimator (C6), calculate wheel torque presumed value Tw, and using and the wheel torque presumed value of feedback control gain FB (gain-C7 that requires the partition equilibrium between wheel torque Tw0 and wheel torque presumed value Tw for adjusting motion model from chaufeur) after multiplying each other as disturbance input, with require wheel torque to be added in, be imported in kinematic model part (C4), thus, also calculated and required wheel torque for the correction component of disturbance.The correcting value for requiring wheel torque of C5 is converted into the unit that requires torque for actuating device, and be passed to adder (C1a), thus, make the driving torque that requires that there will not be pitching and beat be converted into control command (C2) being corrected, and be sent to actuating device (C3).

The principle that vibration damping is controlled

Have been noted that, in the vibration damping of embodiments of the invention is controlled, first, assumed vehicle body its beat and pitch orientation on dynam kinematic model, the equation of state of the state variable in the direction of wherein beating and pitch orientation is built as and makes to require wheel torque Tw0 and wheel torque presumed value Tw (disturbance) as input from chaufeur.Then, equation of state, by using the theory of optimal regulator, determines the input (torque value) that the state variable that makes to beat in direction and pitch orientation is converged to 0 thus, and the torque value based on obtaining, alignment requirements driving torque.

Dynam kinematic model for beat direction and pitch orientation, for example, as shown in Fig. 3 (A), vehicle body is considered as having to the rigid body S of mass M and moment of inertia I, and supposes that rigid body S is that front wheel suspension and the coefficient of elasticity that kf and extinguishing coefficient are cf is that the rear wheel suspension that kr and extinguishing coefficient are cr supports (the sprung weight model of vehicle body) by coefficient of elasticity.In the case, the equation of motion of beating in direction and pitch orientation of the barycenter of vehicle body can by below (1a) and (1b) shown in the Representation Equation:

M d 2 z dt 2 = - kf ( z + Lf · θ ) - cf ( dz dt + Lf · dθ dt ) - kr ( z - Lr · θ ) - cr ( dz dt - Lr · dθ dt ) . . . ( 1 a )

I d 2 θ dt 2 = - Lf { kf ( z + Lf · θ ) - cf ( dz dt + Lf · dθ dt ) } + Lr { kr ( z - Lr · θ ) + cr ( dz dt - Lr · dθ dt ) } + h r · T

...(1b)

Wherein Lf and Lr are respectively that barycenter is to the distance of front wheel spindle and hind axle; R is radius of wheel; H is that barycenter is apart from the height on road surface.About this, in expression formula (1a), first and second is the force component from front wheel spindle, third and fourth is the force component from hind axle, and in expression formula (1b), first is the moment components from front wheel spindle, second is the moment components from hind axle.In expression formula (1b) the 3rd moment components that to be the wheel torque T (=Tw0+Tw) that produces in drive wheel apply around the barycenter of vehicle body.

Above-mentioned equation (1a) and (1b) can be in the situation that the displacement z in vehicle body and θ and change rate dz/dt thereof and d θ/dt are considered as to the form that state variable vector X (t) is rewritten as (linear system) equation of state, as following equation (2a)

dX(t)/dt=A·X(t)+B·u(t)...(2a),

Wherein X (t), A and B each be respectively

X ( t ) = z dz / dt θ dθ / dt , A = 0 1 0 0 a 1 a 2 a 3 a 4 0 0 0 1 b 1 b 2 b 3 b 4 , B = 0 0 0 p 1

By coefficient z, θ in expression formula (1a), (1b), dz/dt and d θ/dt is summarized and obtains each component a1-a4 and the b1-b4 in matrix A:

a1=-(kf+kr)/M;a2=-(cf+cr)/M;

a3=-(kf·Lf-kr·Lr)/M;a4=-(cf·Lf-cr·Lr)/M;

b?1=-(Lf·kf-Lr·kr)/I;b2=-(Lf·cf-Lr·cr)/I;

b3=-(Lf 2·kf+Lr 2·kr)/I;b4=-(Lf 2·cf+Lr 2·cr)/I。

In addition, u (t) is:

u(t)=T,

This is the system input of being expressed by equation of state (2a).Therefore according to expression formula (1b), the component p1 of matrix B is:

p1=h/(I·r)。

In equation of state (2a), if input

u(t)=-K·X(t)...(2b),

Equation of state (2a) will become

dX(t)/dt=(A-BK)·X(t)...(2c)。

Therefore, when the initial value X0 (t) at X (t) is set to X0 (t)=(0,0,0,0) when (there is not vibration in supposition before torque input) during the differential equation (2c) of solving state variable vector X (t), will by determine make X (t) (that is, displacement and change rate in time thereof) beat and pitch orientation on size converge to 0 gain K, determine pitching and beat and vibrate the torque value u (t) suppressing.

Can determine gain K by the principle of so-called optimal regulator.According to this principle, the known evaluation function when quadric form:

J=1/2·∫(X TQX+u TRu)dt????...(3a)

(wherein the scope of integration is from 0 to ∞.)

While becoming minimum value, X (t) stable convergence in equation of state (2a), and the matrix K that makes evaluation function J reach its minimum value can be provided by following formula:

K=R -1·B T·P,

Wherein P is the solution of Riccati equation (Riccati equiation):

-dP/dt=A TP+PA+Q-PBR -1B TP。

Can Riccati equation be solved by any processing in linear system field, therefore will determine gain K.

Q in evaluation function J and Riccati equation and R are respectively positive semidefinite symmetric matrix or the positive definite symmetric matrices that can at random be set up, and they are weight matrix for the treatment of in the definite evaluation function J of the designer of system.For example, in the situation of the kinematic model of considering herein, Q and R can be established as respectively

Q = 1 0 0 0 0 10 3 0 0 0 0 1 0 0 0 0 10 2 , R=(1)

And, in expression formula (3a), if in the component of state vector specific one (for example, dz/dt, d θ/dt) norm (size) be set to (for example z, the θ) norm that is greater than other components, its norm is set to the more stably convergence of larger component.In addition,, by Q component is set to higher value, the instantaneity in system will be considered greatly,, the value of state vector will more promptly converge to stationary value, and by R is set to higher value, by the energy consumption (consumption energy) reducing in system.

In the real work of damping control device, as shown in the block diagram of Fig. 2 (B), by use the differential equation of torque input value to equation (2a) in kinematic model C4, carry out rated condition variable vector X (t).Then, by by state variable vector X (t) (, output from kinematic model C4) with as mentioned above for make the vectorial X of state variable (t) converge to 0 or the definite gain K of its minimum value multiply each other, carry out acquisition value U (t) in C5, and in adder (C1a), from requiring driving torque to deduct the value U (t) (value U (t) can also feed back to the torque input value of kinematic model C4, for the computing (feedback of status) of kinematic model C4) after the torque unit that is converted into actuating device.By expression formula (1a) and the system of (2a) expressing be resonator system, therefore, for any input, the value of state variable vector is the frequency component of the frequency band with specific frequency spectrum characteristic centered by the resonance frequency of system substantially.Therefore, by wherein from requiring driving torque to deduct the structure of U (t) (its conversion value), in requiring driving torque, the component of the resonance frequency of system (, cause the component of pitching in the vehicle body-vibration of beating) be corrected, make the pitching-vibration of beating suppressing in vehicle body.And, while occurring causing the fluctuation of the pitching-vibration of beating when the Tw (disturbance) transmitting from wheel torque estimator, with-U (t), the torque-demand that requires that will input in actuating device is proofreaied and correct, made will restrain due to the vibration that Tw (disturbance) causes.

The pitching of vehicle and the resonance frequency of beating in direction are about 1-2Hz for conventional automobile for example, and the level for the vibration velocity in this frequency band, the wheel torque in this vehicle of control response speed according to to(for) demand, can detect the torque disturbance in wheel, and compensation rate (correcting value) U is reflected in the driving torque of wheel disturbance rejection.Therefore, by being controlled by vibration damping requiring the correction of driving torque to change from the driving torque of actuating device output, can offsetting, on wheel, produce and can cause pitching-the beat perturbing torque of vibration and pitching-vibration of beating being caused by it.

About this, as vehicle body beat and pitch orientation on dynam kinematic model, for example, as shown in Fig. 3 (B), can adopt wherein by the model of the elasticity of the tire of front-wheel and trailing wheel and the structure as shown in Fig. 3 (A) (sprung weight of vehicle body and unsprung weight model of vibration).As shown in Fig. 3 (B), when the tire of front-wheel and trailing wheel has respectively coefficient of elasticity ktf and ktr, the equation of motion and the equation of motion in pitch orientation for the barycenter of vehicle body in spring direction are represented by following formula (4):

M d 2 z d t 2 = - kf ( z + Lf · θ - xf ) - cf ( dz dt + Lf · dθ dt - dxf dt )

- kr ( z - Lr · θ - xr ) - cr ( dz dt - Lr · dθ dt - dxr dt ) . . . ( 4 a )

I d 2 θ dt 2 = - Lf { kf ( z + Lf · θ - xf ) - cf ( dz dt + Lf · dθ dt - dxf dt ) }

- Lr { kr ( z - Lr · θ - xr ) - cr ( dz dt - Lr · dθ dt - dxr dt ) } + h r · T . . . ( 4 b )

mf d 2 xf dt 2 = kf ( z + Lf · θ - xf ) - cf ( dz dt + Lf · dθ dt - dxf dt ) + ktf · xf . . . ( 4 c )

mr d 2 xr dt 2 = kr ( z - Lr · θ - xr ) + cr ( dz dt - Lr · dθ dt - dxr dt ) + ktr · xr . . . ( 4 d )

Wherein xf and xr each be respectively the displacement of the unsprung weight of front-wheel and trailing wheel, and mf and mr each be respectively the unsprung weight of front-wheel and trailing wheel.Similar to the situation of Fig. 3 (A), expression formula (4a)-(4d) has formed equation of state, wherein z, θ, xf, xr and their time diffusion value are used in the state variable vector as expression formula 2 (a) (still, matrix A becomes eight row eight row, matrix B becomes eight row one row), and according to the principle of optimal regulator, can determine and make the size of state variable vector converge to 0 gain matrix K.Similarly carrying out actual vibration damping with the situation of Fig. 3 (A) controls.

The calculating of wheel torque presumed value

In the controlled reset part of the vibration damping controller of Fig. 2 (B), although desirable situation is will be as disturbance input to the wheel torque in controlled reset part with the actual detection of torque sensor that is arranged on each wheel place, but as has been described, be difficult to, on each wheel of common vehicle, torque sensor is set, therefore, adopt and utilize wheel torque estimator C6 to be worth to infer according to any other that can detect the wheel torque presumed value Tw obtaining in the vehicle travelling.Fig. 5 shows structure and the work of wheel torque estimator C6 with the form of control block diagram.

Conventionally, the vehicle wheel rotational speed ω that can obtain with the wheel speed sensors from drive wheel or the time diffusion of wheel speed value r ω are inferred wheel torque presumed value Tw, as follows:

Tw=M·r 2·dω/dt????...(5)

(Fig. 5, C6a), wherein M is the quality of vehicle, r is radius of wheel.[summation of the propulsive effort that supposition is produced on the ground contact position on road surface by each drive wheel equals total propulsive effort MG (wherein G is acceleration/accel) of vehicle, and wheel torque Tw is provided by following formula:

Tw=M·G·r????...(5a)。

Because the acceleration/accel G of vehicle can be provided by the differential value of wheel speed r ω, as follows:

G=r·dω/dt????...(5b),

So will infer wheel torque as shown in expression formula (5).]

In the inferring of wheel torque as above, when the tire of drive wheel during the travelling of vehicle, grab attached road surface when producing propulsive effort, expection expression formula (5) is conventionally consistent by the wheel torque producing with reality.But, road surface reaction on drive wheel increases and surpasses maximum friction bowlder, and tire will enter slip state (wherein tire starts slippage), thereby, expression formula (5b) will be false, so the precision of the presumed value of expression formula (5) is by variation.In addition, unless some high-performance sensors, according to the signal from being conventionally arranged on the wheel speed sensors on wheel, the rotating speed of wheel can detect, but is to rotate forward or the information rotating backward but can not obtain about wheel.Therefore, consider under the prerequisite conventionally moving forward at wheel and construct vibration damping controller, so will above-mentioned presumed value during retreating of vehicle travelled by himself being input in vibration damping controller, can cause the input to vibration damping controller by the wheel torque of the direction along contrary with actual direction.In addition, also, in the time can not correctly detecting wheel speed, for example, when wheel speed sensors damages, the precision of the wheel torque presumed value of expression formula (5) is also by variation.Then, in the present invention, what suppose as mentioned above the wheel torque presumed value of being undertaken by wheel torque estimator (C6), infer precision by under the situation of variation, carry out as described below the correction to wheel torque presumed value.

The correction 1 of wheel torque presumed value

When the tire of drive wheel enters slip state, the accekeration G time diffusion of wheel speed being calculated by expression formula (5b) will become and be greater than actual acceleration, therefore, estimate that from wheel speed, inferring the wheel torque presumed value obtaining will become and be greater than actual value.Therefore,, when the tire of drive wheel enters slip state, any desired value (wheelslip amount) of the situation based on expression tire is next downward correction wheel torque presumed value (C6b).In the case, for example, the wheel torque presumed value of expression formula (5) can be corrected as:

Tw=κslip·M·r 2·dω/dt????...(6)

Kslip is the amount being presented as the function of wheelslip quantity of state, and provides by contrast figure as shown in Figure 4.In Fig. 4, emphasis is noted that κ slip is set to κ slip=1 when tire is when grabbing attached state, if tire enters slip state and enters wheel slip state (not having wheel torque to be applied to the state on vehicle) completely, it is set to κ slip=0.

For example, wheelslip quantity of state (desired value of the slippage degree of the tire of expression wheel) can be the ratio of the aviation value of wheel speed of left and right flower wheel and the aviation value of the wheel speed of left and right sidesing driving wheel.In the case, when drive wheel enters slip state, the wheel speed of drive wheel will raise relatively, result, and wheel speed ratio, wheelslip quantity of state will reduce.In addition, the slip rate of tire or Slip Ratio also can be used as wheelslip quantity of state.About this, when wheelslip quantity of state is defined as while becoming large and value that increase along with slippage degree, the value of κ slip is along with wheelslip quantity of state increases and reduces, and as shown in the example of Fig. 4, when wheelslip quantity of state being defined as to the value reducing greatly along with the change of slippage degree, the value of κ slip should reduce and reduce along with wheelslip quantity of state, it should be understood that both of these case all within the scope of the invention.

Can be by monitoring that the value of wheelslip quantity of state carry out to the correction of wheel torque presumed value with κ slip as in expression formula (6), but also can when following condition (a)-(c) set up, based on wheelslip quantity of state, carry out:

(a) when carrying out VSC, TRC or ABS control

(when carrying out these controls, conventionally, tire is changed into slip state by its state from grabbing attached state);

(b) when the difference between the aviation value of wheel speed of flower wheel and the aviation value of the wheel speed of drive wheel reaches scheduled time slot over scheduled volume;

(c) when the time diffusion value of wheel speed reaches scheduled time slot over predetermined threshold.About this, predetermined threshold can be set to the acceleration/accel that vehicle can not produce.

Can realize by the work of CPU and miscellaneous part the slip state amount calculating section (C6c) of the calculating of carrying out wheelslip quantity of state, and carry out the wheel torque correction portion (C6b) of proofreading and correct with κ slip.Although preferably, slip state amount calculating section C6c is arranged in braking force control system 50b, and it is not limited to this, and part C6c can be arranged in driving control device.

The correction 2 of wheel torque presumed value

As mentioned above, can not detect the direction of wheel in conventional wheel speed sensors, still, be to calculate under the prerequisite of rotating forward at wheel by the given presumed value of inferring of being undertaken by expression formula (5) in wheel torque estimator.Therefore,, when wheel rotates backward, the symbol of presumed value is contrary with actual value.Therefore, wheel torque estimator of the present invention detects according to other information except wheel speed sensors when wheel rotates backward, and if detect, wheel torque estimator is modified to expression formula (5)

Tw=-M·r 2·dω/dt????...(7),

And export wheel torque presumed value (C6d).

Can be according to for example

(d), for automatic transmission vehicle, the gear-shift lever of change-speed box is set to R shelves; And

(e) for manual vehicle, reversing switch is set to ON,

Detect rotating backward of wheel.

About this, in the situation that be arranged on the hand of rotation that wheel speed sensors on wheel can detect wheel, in the situation that make vehicle wheel rotational speed ω become negative value during the rotating backward of wheel, can use expression formula (5).

The correction 3 of wheel torque presumed value

Thereby if there is the accuracy of detection variation of any abnormal wheel speed in wheel speed sensors, the precision of the wheel torque presumed value being obtained by expression formula (5) is variation also, therefore, in the case, vehicle wheel rotational speed or the wheel speed (seeing the C6e in Fig. 5) of drive wheel will be calculated according to the rotating speed of actuating device.When using the rotational speed N e of the driving engine of actuating device or the output shaft of electrical motor, the vehicle wheel rotational speed of drive wheel will be provided by following formula:

ω e=Ne * change-speed box (gear shift) speed ratio * differential speed ratio ... (8)

In addition,, when using the rotational speed N o of output shaft of change-speed box, it will be provided by following formula:

ω o=No * differential speed ratio ... (9)

Then, will in expression formula (8) or (9), the presumed value of the vehicle wheel rotational speed ω of drive wheel replace in expression formula (5) (C6e → C6a), thus, will calculate wheel torque presumed value.

For example, when the arbitrary establishment of following condition (f)-(i), can carry out by expression formula (8) or (9) calculating to wheel torque presumed value:

(f) in the signal of wheel speed sensors, occur abnormal and while being judged as " unusual condition ";

(g) when for example, being judged as wheel speed sensors abnormal in other control systems (ABS, VSC and TRC) or braking force control system 50b (Figure 1B);

(h) when the difference between the wheel speed obtaining according to the calculated signals of wheel speed sensors and the wheel speed that calculates according to the rotating speed of the output shaft of actuating device by expression formula (8) surpasses predetermined value and reaches scheduled time slot; And

(i) when the difference between the wheel speed obtaining according to the calculated signals of wheel speed sensors and the wheel speed that calculates according to the rotating speed of the output shaft of change-speed box by expression formula (9) surpasses predetermined value and reaches scheduled time slot.

About this, in the present embodiment, in the known mode of those skilled in the art, detect any abnormal in wheel speed sensors as mentioned above, and represent that the signal of this situation will be sent to driving control device 50a from braking force control system 50b.

In addition, should be appreciated that, can adopt wheel speed torque estimator (C6), making can become to the whole above-mentioned correction of wheel torque presumed value (the seeing Fig. 5) that can carry out.In the case, will proofread and correct as follows the wheel torque presumed value of expression formula (5):

Tw=κslip·κsign·M·r 2·dω/dt????...(10),

Wherein κ slip is generally κ slip=1, and, when above-mentioned condition (a)-(c) any one is all false, according to the contrast figure of Fig. 4 (C6b, C6c), provide κ sign and be generally κ sign=1, and, while when above condition (d) or (e) setting up, it changes into κ sign=-1 (C6d).In addition, ω is normally according to the vehicle wheel rotational speed of the signal acquisition of wheel speed sensors, and when the arbitrary establishment of condition (f)-(i), it is replaced (C6e) by the ω e being provided by expression formula (8) or (9) or ω o.Therefore, for example, while when condition (a), (d) and (f) setting up, wheel torque presumed value will be:

Tw=-κslip·M·r 2·dωe/dt。

The correction that vibration damping is controlled

For the above-mentioned calculating to wheel torque presumed value, in the situation that for example, calculated the wheelslip quantity of state of the slippage degree that represents wheel by braking force control system (ABS control, VSC, TRC or VDIM), when these work are prohibited, can not calculate wheelslip quantity of state.In the case, κ slip that also can not calculation expression (6).Therefore, when above-mentioned various control can not be worked, the feedback gain FB of Fig. 2 (B) is reduced, or be set as 0, make reduce or interrupt to the inputing to of wheel torque presumed value Tw of kinematic model C4.Particularly, when following condition (j)-(l) any one is set up, reduce feedback control gain FB:

(j) when the ON-OFF switch for ABS control, VSC and TRC all transfers OFF to;

(k) when the ON-OFF switch for VDIM transfers OFF to; And

(l) when extremely forbidding the work of ABS control, VSC, TRC or VDIM due to any in brake equipment.

About this, conventionally, when condition (j)-(l) any one is set up, feedback control gain FB is set as to FB=0, still, the possibility that slippage occurs when wheel speed is lower is lower, and therefore, along with wheel speed raises, feedback gain FB can reduce, for example

FB=λ/ω????...(9),

Wherein λ tests or normal number that theoretical mode is definite.In the case, if wheel speed uprises, the value of FB will be set as 0 substantially.

On the other hand, the controlling quantity of vibration damping being controlled the requiring driving torque of driving demand conversion based on from chaufeur is carried out timing,, by feed forward control, controlling quantity is being carried out to timing, do not use wheel torque presumed value when kinematic model (because linear model), therefore,, even if above-mentioned condition (j)-(l) any one is set up, also make by feed forward control, the correction of controlling quantity to be carried out by himself.But, can not detect wheel whether under the situation in slip state, if wheel has entered slip state, the increase of driving torque will make slippage situation variation.Therefore, can make the amplitude of the controlling quantity of vibration damping control reduce, or can stop vibration damping control itself.For example, can be similar to expression formula (9), along with wheel speed raises, reduce the amplitude of controlling quantity.

In addition, be judged as in the situation that above condition (j) even-by carrying out the correction 1-3 of wheel torque presumed value, do not improve the precision of wheel torque presumed value when (l) any one is all false yet, can interrupt to kinematic model C4 input wheel torque presumed value.In addition, consider that vibration damping of the present invention controls the object for the raising of the operation stability of vehicle and the ride comfort of chaufeur, (for example: wheel enters the situation of slip state carry out the situation of the correction 1-3 of wheel torque presumed value; The situation that vehicle rollback travels; In wheel speed sensors, there is any abnormal situation etc.) special status while being Vehicle Driving Cycle, and, in some cases, can carry out for making the driving stability of vehicle and/or guaranteeing any other control of its safety, therefore, can interrupt to kinematic model C4 input wheel torque presumed value.Therefore,, in the control structure of Fig. 2 (B), when the condition of (a)-(i) is set up, can interrupt to kinematic model C4 input wheel torque presumed value.In addition, in the situation that wheel enters slip state, when the slippage degree being represented by wheelslip quantity of state is greater than predetermined extent, for example, when wheelslip quantity of state is during lower than predetermined value S in the contrast figure of Fig. 4, shown in dotted line, can set κ slip, can interrupt in fact thus to kinematic model C4 input wheel torque presumed value.In addition,, when the condition of (a)-(i) is set up, can stop by setting U (t)=0 execution (can stop the correction to the torque by driver requested) of vibration damping control.

Although described above explanation for embodiments of the invention, but be clear that to those skilled in the art, can carry out various modifications and change, and the invention is not restricted to above-described embodiment, and can in the situation that not departing from design of the present invention, be applied to various devices and equipment.

For example, although wheel torque estimator (estimating device) is combined in vibration damping controller in the above-described embodiments, wheel torque estimating device can be configured to separate unit.In addition, although wheel torque estimator is interpreted as inferring in the above-described embodiments the wheel torque of drive wheel during the driving of vehicle, but can whether rotate backward according to wheelslip quantity of state or according to wheel, during its braking, the wheel torque presumed value of each wheel of being inferred by response wheel speed is proofreaied and correct, to infer the wheel torque of drive wheel and flower wheel, and this situation also within the scope of the invention.

In addition, although infer the wheel torque presumed value in above-described embodiment by wheel speed, but wheel torque presumed value can be those values as described below: by the parameter estimation except wheel speed, and also can have the possibility that can depart from each other in its presumed value during the slippage of wheel or during the rotating backward of wheel and its actual value.

In addition, although it is wherein for the kinematic model that will use adopts sprung weight kinematic model or sprung weight and unsprung weight kinematic model and use the vibration damping of the principle of optimal regulator to control that the vibration damping in above-described embodiment is controlled, the control (if it utilizes wheel torque presumed value) of using arbitrary motion model those kinematic models except introducing herein and/or the control method except optimal regulator to carry out vibration damping but design of the present invention can be applied to, and comprise within the scope of the invention in these situations.

Claims (6)

1. the damping control device of a vehicle, by controlling, the driver output of described vehicle suppresses the pitching of described vehicle or the vibration of beating, it is characterized in that comprising: wheel torque presumed value obtains part, it obtains and on the wheel of described vehicle and the ground contact position on road surface, produces and act on the wheel torque presumed value on described wheel; Driving torque control part, it controls the driving torque of described vehicle based on described wheel torque presumed value, to suppress pitching or the vibration amplitude of beating; And slip state amount obtains part, it is from obtaining the wheelslip quantity of state of the slippage situation that represents described wheel for reducing the braking force control system of described vehicle of the slippage of described wheel; And the slippage degree of described device based on being shown by described wheelslip quantity of state, proofread and correct the controlling quantity of described driving torque, wherein with when described braking force control system can be worked compare, when described braking force control system can not be worked, reduce the described controlling quantity of described driving torque.
2. device according to claim 1, it is characterized in that, based on described wheel torque presumed value with measured the described controlling quantity of the described driving torque of determining described driving torque control part by the requirement driving that the chaufeur of described vehicle provides, and when described braking force control system can not be worked, the described controlling quantity of the described driving torque based on described wheel torque presumed value is reduced in fact to 0.
3. device according to claim 1, is characterized in that, described braking force control system be can optionally carry out by the chaufeur of described vehicle work, that from the group being formed by ABS control, VSC and TRC, select at least one; And with when described braking force control system can be worked, compare, when the selection by described chaufeur causes described braking force control system to work, reduce the described controlling quantity of described driving torque.
4. device according to claim 1, is characterized in that, described braking force control system is optionally to carry out a part of the VDIM of work by the chaufeur of described vehicle; And when the selection by described chaufeur causes described VDIM to work, reduce the described controlling quantity of described driving torque.
5. device according to claim 1, it is characterized in that, with when described braking force control system can be worked, compare, when the brake equipment due to described vehicle causes described braking force control system to work extremely, reduce the described controlling quantity of described driving torque.
6. device according to claim 1, is characterized in that, along with the slippage degree being shown by described wheelslip quantity of state is larger, the described controlling quantity of the absolute value of described wheel torque presumed value or described driving torque is proofreaied and correct as less.
CN201210019879.5A 2006-10-19 2007-10-17 Vibration-damping control device for vehicle CN102514462B (en)

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